Electropneumatic brake.



w; v. TURNER. ELECTROPNEUMATIC BRAKE.

APPLICATION HLED DEC- 6. l9l6.

Patnted J an. 1, 1918.

l i Im N N mg -EMERGENCY HANDLE OFF I yd WalczrV. Turner by 0% v UNITED STATES PATENT OFFICE.

WALTER V. TURNER, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO WEST- DIGHOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPORA- TION OF PENNSYLVANIA.

ELEOTROPNEUMATIG BRAKE.

Specification of Letters Patent.

Patented Jan. 1, 1918.

To all whom it may concern:

Be it known that I, WALTER V. TURNER, a citizen of the United States, residing at Wilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Electropneumatic Brakes,'of which the following is a specification.

This invention relates to electro-pneumatic brakes, and more particularly to an equipment employing pneumatically independent'units on each vehicle adapted to be controlled wholly by electrical means.

One object of my invention is to provide electrically controlled means for effecting an emergency application of the brakes an adapted to control the exhaust from the brake cylinder, so that in case of failure of the release circuit, the emergency brake Wlll not be lost.

Another object of my invention is to provide an electricallycontrolled device for effecting an emergency application of the brakes upon deenergization and adapted to be energized from the release circuit under certain conditions, so that in case of failure of the release circuit, an emergency application of the brakes will be effected.

Other objects and advantages will appear in the following more detailed description of the invention.

In the accompanying drawing, Figure 1 is a diagrammatic view of an electro-pneumatic brake equipment embodying my invention, and Fig. 2 a diagram illustrating the electric connections which are efl'ected in the various positions of the brake controlling switch device.

According to a preferred form of my invention, a main casting 1 may be provided, to which is applied a service magnet 2 for controlling a service valve 3, a release magnet 4, adapted to control a release valve 5, and an emergency magnet 6 for controlling a double beat valve 7.

A supply reservoir 8, which may be the main reservoir, is connected by a pipe 9 to a passage 10 which leads to the chamber at one side of the double beat emergency valve 7 and to the chamber at one side of service valve 3.

The brake cylinder 11 is connected by pipe 12 to a passage 13 leading to the chamber at the opposite side of the service valve 3 and to the chamber valve 5.

One terminal of the service magnet 2 is connected to a service train wire 14, one terminal of the release magnet 4 to the return release wire 15 and one terminal of the emerat one side of release gency magnet 6 to emergency wire 16, the

each end of the car and has a contact 23 and a three point contact 24 adapted for engagement with contact fingers connected to the corresponding train wires. V

The brake switch at the left of-the drawing is shown in handle ofl position, in which no operating connections are made. In release position of the brake switch, as shown at the right of the drawing, the contact 23 connects the supply wire 20 with the emergency wire 16, so that the emergency magnet is energized by current supplied from the source of current 19 through wire 18, jumper connection at end of train, wire 20, contact 23 in brake switch, wire 16, to emergency magnet 6 and thence to negative battery wire 17 In this position, the service and release magnets are deenergized, closing service valve 3 and opening release valve 5. The energization of the emergency magnet 6 causes the double beat valve 7 to seat at its lower seat and consequently, the brake cylinder 11 is open to the exhaust through passage 18, past release valve 5 to a passage 25, leading to the valve chamber of the double beat valve 7 and thence to exhaust port 26.

If it is desired to effect a service application of the brakes, the brake switch is turned to service position, in which contact 24 connectstheservice wire 14 and the emergency wire 16 with the return release wire 15, and the contact 23 connects the release wire 21 with the supply wire 20, and consequently, since the return release wire 15 is connected to the release wire 21 at the rear end of the train, both the service magnet 2 and the emergency magnet 6 will be energized, as well as the release magnet i.

The energization of release magnet a closes the release valve 5 and prevents the exhaust of fluid from the brake cylinder and the energization of service magnet 2 opens the service valve 3, so that fluid is supplied from supply reservoir 8 through passage 10 past valve 8 to passage 13 and thence to brake cylinder 11.

When the desired brake cylinder pressure is attained, the brake switch may be turned to lap position, in which the release wire 21 is still connected to supply wire 20 by contact 23, so that the release magnet fl remains energized and fluid is retained in the brake cylinder. The circuit of the service mag net 2, however, is opened, so that the service magnet is deenergized, and the service valve 3 shifted to closed position, thus preventing the further admission of fluid to the brake cylinder. The emergency wire 16 is still connected to the return release wire 15, so that the emergency magnet remains energized.

If it is desired to release the brakes, the brake switch is turned to release position, in which, as hereinbefore described, the service and release magnets are deenergized while the emergency magnet is energized, sothat fluid is released from the brake cylinder.

An emergency application of the brakes may be manually efiected by turning the brake switch to emergency position,'in' which all of the circuits are opened, and the magnets are de'e' nergized, thereby closing the service valve 3, the release valve 4, and cansing the double beat valve 7 to assume its upper seat, in which the exhaust port 26 is cut off from the brake cylinder and communication is opened from reservoir 8 through passage 10 past valve 7 to passage 25 which leads to passage 13 past a check valve 27.

In case of a train break-in-two, since the emergency wire receives current from the supply wire through the connection at the rear end of the train, the breaking of the supply wire at any point will cause the deenergization of all the emergency magnets, so as to effect an emergency application of the brakes throughout the train.

Fig. 2 of the drawings shows the connections made in the different positions of the brake switch, but does not correspond structurally with the brake switch, since as shown in Fig. 1, in the actual construction, the contact fingers are arranged in a horizontal plane, while for convenience in illustrating the different positions, the contact fingers in Fig. 2 are arranged in a vertical plane.

The exhaust from the brake cylinder is controlled by the emergency magnet valve, so that in case the emergency magnet is deenergized from any cause, the brake cylin-- der exhaust will be closed and fluid supplied to the brake cylinder by the emergency valve will be retained, regardless of whether or not the release magnet is energized or deenergized.

In service and lap positions, the release magnet is energized to hold the release valve 5 closed. It the release circuit is broken at any point, the release valve will open. In order to prevent loss of the brake under the above condition, the emergenc magnet wire 16 is connected'in service an lappositions with the return release wire, so that should the release circuit be broken, the circuitof the emergency magnets will also beopened, and the emergency magnets thereby deenergized to effect an emergency application of the brakes.

, Having now described my invention, what I claim as new and desire to secure by Let ters Patent is 1. In an electro-pneumatic brake, the combination with a brake cylinder, of anemei'- gency magnet valve for efi'ectlng an emergency application of the brakes'and adapted to control the exhaust from the brakecylinder. i I

2. In an ,electro-pneumatic brake, the con;- bination with a brake cylinder, of an emergency magnet valve for effecting an emergency application of the brakes and for con- .trolling thebrake cylinder exhaust and a release magne-t' valve for controlling communication from the brake cylinder through said exhaust. i

3. In an electro-pneumaticbrake, the combination'with a release magnet and valve, of a normally energized emergency magnet and valve adapted to be energized through the circuit of the release magnet. i at. In an electr c-pneumatic brake,.thecombination with a brake cylinder, a valve for controlling the release 'off fluid from the brake cylinder, and a normally deenergized magnet for controlling said valve, ot-fan emergency valve forcontrolling the admission of fluid to the brake cylinder and a magnet energized through the circuit of the release magnet for controlling the emergency valve. i i

5. In an electro-pneumatic. brake, the combination with a magnet for controlling the release of the brakes and adapted upon energizationto close the, release, of a normally energized emergency magnet and means for connecting said magnet to the release circuit when the release circuitis energized, to thereby cause an emergency application of the brakes upon failure of the release circuit.

6. Ina-n electro-pneumatic brake,,the combination with a service magnet and valve for efl'ecting a service application of the brakes and a release magnet and valve for closing the brake cylinder exhaust upon energization of the release magnet in making a service application of the brakes, of a normally energized emergency magnet adapted to be energized through said releasev circuit in a service application of the brakes.

7. In an electro-pneumatic brake, the combination with electrically controlled means for effecting a service application and the release of the brakes, of electrically controlled means adapted upon denergization to effect an emergency application of the brakes and means for energizing said electrically controlled emergency means from the release circuit in making a service application of the brakes.

8. In an electro-pneumatic brake, the combination With a magnet valve device for effecting a service application of the brakes, a magnet valve device for effecting the release of the brakes, and a magnet valve device for effecting an emergency application of the brakes, of a brake switch device having a service application and a lap position in Which the emergency magnet valve device is energized from the release circuit of the release magnet valve device.

In testimony whereof I hereunto set my hand.

WVALTER V. TURNER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

